Locomotive draw-gear.



H. H. VAUGHAN.

LOCOMOTIVE DRAW GEAR.

APPLICATION FILED APR.1, 1912. 1 16111 19, Patented Dec. 7, 1915.

UNITED STATES PATENT OFFICE.

HENRY H. VAUGHAN, 0F MONTREAL, QUEBEC, CANADA.

LOCOMOTIVE DRAW-GEAR.

Specification of Letters Patent.

Patented Dec. '7, 1915.

Application filed April 1, 1912. Serial No. 687,909.

bearing of the two vehicles, one against the other, and, by the use ofwhich, any slack which may be developed in the draw bar by which thelocomotive and tender are connected, may be readily and fully taken up,as may, from time to time, become neces* sary or desirable.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a plan or top view of theadjoining portions of a locomotive engine and tender, illustrating anapplication-of my invention; Fig. 2, a vertical, longitudinal, centralsection through the same; and, Fig. 3, a longitudinal section throughthe chafing plate of the tender.

My invention is herein exemplified in connection with the vdraw gear ofa locomotive engine and tender, comprising a draw bar, 1, coupled -inthe usual manner, to the locomotive, by a pin, 2, passin through apocket, 3, on the under side 0 the foot plate, 3, and coupled to thetender by a pin, 4, passing through a pocket, 5*, secured to the frontend sill, 5.

In the practice of my invention, a chafing plate, 6, of box form, therear vertical wall of which is convex and curved substantiallyconcentrically with the engine coupling pin, 2, is secured centrally tothe rear of the foot plate, 3, by bolts assing through lateral flanges,6, at its ront. A chafing plate casing 7 of box form, the front side ofwhich is entirely open, is secured centrally to the front end sill, 5,of the tender, by bolts passing through, lateral flanges, 7, at itsrear, and a chafing plate, 8, of box form, is fitted freely between itsside walls, said plate being of substantially the same depth as thechafing plate, 6, of the locomotive, and being located in the samehorizontal plane. The front vertical wall of the chafing plate, 8, isconvex and curved substantially concentrically with the tender couplingpin, 4, and inwardly extending hearing faces, 8, which are inclined, inline one with the other, to the longitudinal central I plane of thetender, are formed at the rear ends of its side walls. The chafingplate, 8, is held in position in the casing, 7, with the capacity of alimited degree of longitudinal movement, by a vertical pin, 8", passingthrough longitudinal slots, 8, in the plate, 8, and secured by a s litpin or cotter.

A chafing block, 9, is interposed between,

and makes contact with, the curved Walls. of the chafing plates fi and8, its front and rear walls' being concave, in correspondence with thecont-ex curvature of the ad-,.

joining rear and front walls, respectively, of the chafing plates, S and8. 1 The chafing block, 9, is coupled to, and suspended on,

the locomotive-chafing plate, 6, by a hooked lug, 9, which is formed onits top, and fits,

in a slot, 6", in {the top of the plate, 6, said slot being curvedconcentrically with the rear wall of said plate. A horizontal flange, 9is formed on the bottom of the chafing block, 9, and projects therefrombelow the bottom of the chafing plate, 6, in order to prevent theaccidental displacement of the chafing block, 9.

Under the. construction above described, it will be seen that thelocomotive and tender are free to move laterally, relatively one to theother, in which movements the V correspondingly curved adjoining facesof the chafing plates and the interposed chafing block, 9, remain incontact throughout the length of said chafing block, and consequentlythat the normal bearing of the locomotive and tender, one on the other,is maintained on curves as well as on tangents of the road, therebycorrespondingly reducing the tendency to wear and lost motion of thedraw bar and coupling pins.

One of the essential features of my improvement relates to theparticular dimensions of the central chafing block which must beof.sufiicient length relative to its width between the chafing platesand its radius of curvature that the surfaces will engage each otherover, a comparatively long area, and the lateral thrust exerted by oneof the chafing plates upon the chafing block when swinging on theopposite pivot of the draw bar will move said block radially upon saidsurfaces without excessive friction or binding between the parts. Thelateral movement of said block is thus effected solely by the pressureof the cooperating surfaces, as the vehicles swinglaterally or turn atan angle to each other in passing around curves, the chafing block beingotherwise free and having no connections with the draw bar or couplingpins. It will also be seen that the central chafing block has thecapacity 'of relative movement with the engaging surfaces of both ofsaid chafing plates whereby the wear due to the vertical vibrations, orthe relative vertical movement between the adjoining ends of therespective vehicles, may be distributed upon both sides of the chafingblock, thereby greatly increasing the flexibility and durability of thedevice, and this comprises another feature of the capacity of relativevertical movement w-iththe engaging surfaces of both of said myimprovement.

In order to compensate for such wear of the coupling members as isunavoidable in service, by maintainingthe surfaces of the chafing platesand chafing block in normal frictional contact, the chafing plate 8',"may i bemoved outwardly, throughout the range permitted by thelongitudinal "slots, 8, by a transversely extending key, 10, which bearsagainst the rear wall of the casing, 7, and the inclinedbearing faces,8, of the plate, 8, and isheld in position, when adjusted, by a verticalbolt, 10, passing through one of a plurality of holes, 10", in the key,and through holes in the upper and lower walls ofthe casing, and beingsecured by a split pin or cotter.

Copies of this patent may be obtained for 9, may,

It will be obvious that the chafing block,

if preferred, be coupled to the chafing plate of the tender, instead ofthat of the locomotive as described and shown, and that such structuralmodification would involve no departure from the spirit and operativeprinciple of my invention.

I claim as my invention and desire to secure by Letters Patent 1. In adraft gear for railroad vehicles,

the combination of a draw bar pivotally connected at its ends to therespective vehicles, two chafing plates, each adapted for connection tothe end of a vehicle, and having convex outer surfaces, and aninterposed chafing block having double concave faces cooperating withthe convex faces of the adjoining. chafing plates, said block beingindependent of the draw bar, and having chafing plates.

2. In a draft gear for railroad vehicles,

' the combination of two chafing plates, each five cents each, byaddressing the Commissioner of Patents. Washington, I). 0.

